Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
This professional diploma offers an in-depth look at how water flows around a ship and how that flow can be used to make propulsion more efficient. You will master the analysis and design techniques used to reduce resistance, optimize propellers and rudders and improve overall vessel performance, in a program designed for naval engineers, naval architects and maritime professionals who want excellence in ship design and operation.
Prior knowledge check
These are the skills this program gives you. Tick the ones you already master and we will tell you which part of the syllabus is for you.
You are starting from scratch in this subject. The program is designed precisely for that.
What is the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization?
This professional diploma covers ship hydrodynamics from first principles to the sea trial. You will study the Navier-Stokes equations, boundary layers, dimensionless numbers and the components of ship resistance, shallow water effects and towing tank extrapolation; hull form coefficients, bulbous bows, stern design, appendages, air lubrication and the effect of fouling; propeller geometry and theory, cavitation types and consequences, open water tests, special propellers, waterjets and cycloidal propulsors; hull-propeller-rudder interaction, wake and thrust deduction and energy-saving devices such as Mewis ducts and PBCF; CFD with RANS, VOF and sliding meshes; seakeeping, RAOs and added resistance; and ITTC and ISO 15016 speed and power trials.
What sets this diploma apart: it is a pure naval architecture program centered on the hull and propulsor as a single system, so you learn to quantify how every change in form, propeller or appendage affects delivered power; it combines towing tank methods, CFD and full-scale telemetry and teaches you to validate one against the other; it links hydrodynamics to operations through trim optimization, weather routing, slow steaming and the EEDI, EEXI and CII; it introduces hydrodynamic digital twins; and it ends with an integrating project in which you carry out a complete hydrodynamic and propulsion optimization study for a real ship type.
Program highlights
- Resistance and similitude: Froude and Reynolds numbers, resistance components, squat and ITTC extrapolation.
- Hull form optimization: form coefficients, bulbous bows, stern design, air lubrication and fouling.
- Propellers and cavitation: propeller theory, cavitation margins, open water curves and waterjets.
- Hull-propeller interaction: wake, thrust deduction, propulsive efficiencies and energy-saving devices.
- CFD, seakeeping and trials: RANS and VOF, RAOs, added resistance and ISO 15016 speed trials.
- Integrating project: a full hydrodynamic and propulsion optimization study for a specific ship.
Syllabus of the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
8 modules. Select a module to see its content.
Fundamentals of ship hydrodynamics and marine fluid mechanics
- 1.1. Fundamental equations of fluid mechanics applied to the marine environment: Navier-Stokes, continuity and conservation of energy
- 1.2. Viscous and potential flow around submerged and surface bodies: boundary layer theory and marine turbulence
- 1.3. Hydrodynamic similitude and key dimensionless numbers: Froude (Fn), Reynolds (Rn), Weber (We) and Euler (Eu)
- 1.4. Total ship resistance: breakdown into wave-making, frictional, viscous form and air resistance
- 1.5. Free surface-hull interaction: wave patterns, interference between bow and stern waves and the stern wave phenomenon
- 1.6. Hydrodynamic phenomena in shallow water and restricted channels: squat, bank effect and changes in the pressure field
- 1.7. Laboratory tests in towing tanks: scale models, similarity laws and extrapolation to full scale (ITTC method)
- 1.8. Boundary layer and viscous resistance
Hull design, geometry and optimization
- 2.1. Hull geometric parameters and their hydrodynamic impact: block (Cb), prismatic (Cp), midship section (Cm) and waterplane (Cw) coefficients
- 2.2. Design and optimization of the bulbous bow: destructive wave interference, Kracht parameters and adaptation to the design speed
- 2.3. Stern forms and conditioning of the flow to the propeller: stern tunnels, skegs and design to minimize wake non-uniformity
- 2.4. Hull flow modification devices: stern fins, bilge keels and stern wedges and flaps
- 2.5. Topology and shape optimization through parametric surface modeling (CAD/NURBS) to reduce resistance
- 2.6. Air lubrication systems (ALS): micro-bubble injection, air layers and reduction of friction on the underwater hull
- 2.7. Control of biofouling: hydrodynamics of antifouling coatings, surface roughness and its impact on frictional resistance
- 2.8. Low-consumption hull forms
Hydrodynamics of marine propulsors and cavitation
- 3.1. Geometry and nomenclature of the marine propeller: pitch, diameter, expanded area ratio, rake, skew and hydrofoil sections
- 3.2. Theories of propeller operation: blade element and actuator disc theory, lifting line and lifting surface theories
- 3.3. Cavitation in propulsors: types of cavitation (sheet, tip vortex, bubble and root), cavitation margin and the Keller criterion
- 3.4. Operational consequences of cavitation: material erosion, loss of thrust, torsional and structural vibration and underwater radiated noise (URN)
- 3.5. Propeller tests in cavitation tunnels: open water characterization, performance curves (KT, KQ, open water efficiency) and advance coefficient (J)
- 3.6. Special and high-performance propellers: contra-rotating propellers, ducted propellers (Kort and steerable nozzles), highly skewed propellers and azimuth thrusters
- 3.7. Waterjet and cycloidal propulsion: internal hydrodynamics, water intake, nozzle and high-speed performance
- 3.8. Propeller and pitch design
Hull-propeller-rudder interaction and energy-saving devices (ESD)
- 4.1. Velocity field and wake: nominal wake, effective wake and the wake fraction (w)
- 4.2. Reduction of thrust through interaction with the hull: the thrust deduction factor (t)
- 4.3. Interconnected efficiencies: open water efficiency, relative rotative efficiency, hull efficiency and quasi-propulsive efficiency
- 4.4. Pre-swirl energy-saving devices: energy-saving ducts (Mewis Duct), pre-swirl stators and flow conditioners
- 4.5. Post-swirl energy-saving devices: rudder bulbs, wake-adapted rudders and propeller boss cap fins (PBCF)
- 4.6. Hydrofoils and lifting technologies: integration of hydrofoils to reduce the submerged hull volume and optimize trim
- 4.7. Experimental and numerical assessment of the net power saving after fitting an ESD, combining numerical techniques and tests
- 4.8. Rudders and their efficiency
Computational fluid dynamics (CFD) applied to naval architecture
- 5.1. Introduction to CFD in the marine sector: domain discretisation, mesh generation (structured, unstructured and polyhedral) and boundary layer refinement (y+)
- 5.2. Turbulence modeling in marine hydrodynamics: RANS models (k-epsilon, k-omega SST), DES and LES
- 5.3. Free surface capture (air-water interface): the volume of fluid (VOF) method and numerical wave effects
- 5.4. CFD simulation of calm water resistance: validation of dynamic sinkage and trim
- 5.5. Simulation of the working propeller: actuator disc, moving and sliding mesh methods and coupled rigid body motion (6DoF)
- 5.6. Numerical prediction of cavitation and hydrodynamic noise with computational acoustics (Ffowcs Williams-Hawkings)
- 5.7. Mesh automation and simulation-based hydrodynamic optimization (SBO) coupling CFD with genetic algorithms
- 5.8. Meshing and turbulence models
Seakeeping, behavior at sea and added resistance
- 6.1. Ocean wave theory: regular waves (Airy and Stokes theory) and irregular wave spectra (Pierson-Moskowitz, JONSWAP)
- 6.2. Ship motions in six degrees of freedom (6DoF): translations (surge, sway, heave) and rotations (roll, pitch, yaw)
- 6.3. Ship responses to waves: response amplitude operators (RAO) for pitch, roll and heave
- 6.4. Added resistance due to waves and wind in real sailing conditions (sea margins and dynamic behavior)
- 6.5. Operability and onboard comfort criteria: dynamic accelerations, motion sickness incidence (MSI), slamming and propeller emergence
- 6.6. Passive and active stabilization devices: anti-roll tanks, active fin stabilizers and gyroscopic stabilizers
- 6.7. Seakeeping tests in irregular wave tanks and validation with onboard telemetry data
- 6.8. Ship motions in waves
Towing tank tests, onboard telemetry and sea trials
- 7.1. Organization and execution of towing tank tests according to standard ITTC (International Towing Tank Conference) procedures
- 7.2. Self-propulsion tests: determination of the model-ship equilibrium point and estimation of delivered power (DHP) and brake power (BHP)
- 7.3. Scaling methods and scale effects on viscous resistance and propeller parameters
- 7.4. Speed and power sea trials (ISO 15016 and ITTC 2017): corrections for wind, waves, current, temperature and depth
- 7.5. Onboard sensors and measurement systems: shaft torque meters, fuel flow meters, differential GPS and dynamic trim sensors
- 7.6. Real-time telemetry analysis: monitoring of hull surface deterioration and loss of propeller efficiency
- 7.7. In-service hydrodynamic performance monitoring audits and integration of hydrodynamic digital twins
- 7.8. Speed and power trials
Operational energy optimization, digital twins and integrating project
- 8.1. Dynamic trim optimization: resistance matrices as a function of draft, trim and speed to save fuel
- 8.2. Hydrodynamic weather routing: algorithms to minimize consumption taking RAOs and added resistance into account
- 8.3. Slow steaming: hydrodynamic impact on the propeller operating point and propeller mismatch
- 8.4. IMO energy efficiency indicators linked to hydrodynamics: calculation and optimization of the EEDI, EEXI and CII
- 8.5. Development of a hydrodynamic digital twin: integration of reduced-order models (ROM), CFD and data from the ship's automation system
- 8.6. Technical and economic cost-benefit analysis (CAPEX/OPEX) for hydrodynamic modifications or ESD retrofits
- 8.7. Presentation of the integrating project
- 8.8. Integrating project: a complete hydrodynamic and propulsion optimization study for a specific ship (container ship, tanker, ferry or fishing vessel), including CFD assessment of the hull, propeller selection or design, integration of an energy-saving device, calculation of added resistance, EEDI/EEXI analysis and an operational optimization proposal
Duration and format of the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
It is 800 hours. Tell us how many you can study each week and we will tell you when you will really finish.
This is the pace at which most students finish. It fits well with the installment plan.
Academic leadership and faculty
The Navalis teaching team: working professionals who teach and supervise the programs.
Dr. Marina AlcoverAcademic Director and Head of Quality Assurance
Eng. Diego CifuentesSenior Lecturer in Naval Welding and Non-Destructive Testing; Head of QA/QC for Welded Joints
Capt. Javier Abaroa (MCA)Senior Lecturer in Ship Handling, Electronic Navigation (ECDIS/Radar/ARPA) and GMDSS; STCW Compliance and Bridge Resource Management Coordinator
Dr. Pau FerrerSenior Lecturer in Naval Architecture and Simulation; Director of the Hydrodynamics and CFD Laboratory
Dr. Nuria LlobregatSenior Lecturer in Marine Meteorology, SAR and Operational Safety; Navigation Risk Management Coordinator
Eng. Javier BañulsSenior Lecturer in Electrical Engineering, Automation and ETO Engineering; Electronic Integration and Engine Alarms Coordinator
Eng. Sofía MarquinaSenior Lecturer in Materials, Composites and Corrosion Protection; Coordinator of the Advanced Paints and Coatings Line
Eng. Tomás RieraSenior Lecturer in Propulsion, Alternative Energy and Hybrid Systems; Energy Performance and Vibration CoordinatorObjectives of the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
Career opportunities after the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
Questions about the Professional Diploma in Ship Hydrodynamics and Propulsion Optimization
How water flows around the hull, propeller and rudder and the forces this creates, from resistance and propulsive efficiency to cavitation, seakeeping and maneuvering.
It focuses on water, with air considered where it matters, such as wind resistance, air lubrication and the free surface between air and water.
This diploma is about conventional naval architecture: resistance, hull form, propellers, energy-saving devices, CFD, seakeeping and sea trials for real commercial ships, rather than biomimetic design.
No, although it is an advantage. A full module introduces meshing, turbulence models, free surface methods and propeller simulation; basic calculus, fluid mechanics and programming are recommended.
Yes. One module deals with wake and thrust deduction, propulsive efficiencies and pre-swirl and post-swirl devices such as Mewis ducts, rudder bulbs and PBCF, and how to assess their real saving.
Yes. The final module covers trim optimization, weather routing, slow steaming and the calculation and optimization of the EEDI, EEXI and CII from a hydrodynamic point of view.
Through case studies and practical exercises in each module and an integrating project with a full hydrodynamic and propulsion optimization study for a container ship, tanker, ferry or fishing vessel.
Fully online, with live classes that are recorded, digital resources and tutorials. It comprises 800 hours across 8 modules of about 100 hours each.
More programs in Hull and naval architecture
Admission process
No waiting for a call back. If your documents are in order, you can enroll in the same session.
- Profile: aimed at naval engineers and naval architects, maritime professionals involved in fleet performance and voyage optimization, researchers interested in numerical modeling, towing tank testing and CFD, students of naval engineering and related fields, and technical consultants; a degree in naval engineering, mechanical engineering, physics or a related field, or proven experience in the design, analysis or operation of propulsion systems, is recommended, together with basic calculus, fluid mechanics and programming, and experience with CFD software is an advantage.
- Language: sufficient command of English to follow the classes and the technical documentation.
- Technical resources: a computer able to run simulation software, a high-speed internet connection and a screen with enough resolution to view simulation results.
- Admission: online application, review of your profile and a short interview with the academic team.
- 01ApplicationYour details, background and documents.
- 02Instant reviewWe check that everything is complete and in order.
- 03EnrollmentChoose full payment or instalments and reserve your place.
Admission is provisional until the committee validates the documents provided. If you do not meet the requirements, the full amount is refunded.
Ask us before you enroll
Leave your details and admissions will write to you to answer any questions. If you are already sure, you can apply and pay in the same session.